KR20090100444A - Steam generator in a heat regenerative engine - Google Patents

Abstract

A heat regenerative engine uses water as both the working fluid and the lubricant. In operation, water is pumped from a collection pan and through a coil around a cylinder exhaust port, causing the water to be preheated by steam exhausted from the cylinder. The preheated water then enters a steam generator and is heated by a combustion chamber to produce high pressure super heated steam. Air is preheated in a heat exchanger and is then mixed with fuel from a fuel atomizer. An igniter burns the atomized fuel as the flames and heat are directed in a centrifuge within the combustion chamber. The speed and torque of the engine are controlled by a rocker and cam arrangement which opens a needle-type valve to inject high pressure super heated steam into a cylinder having a reciprocating piston therein. The injected steam expands in an explosive action on the top of the piston at high pressure forcing the piston down and drivingly rotating a linked crank cam and crankshaft. Exhaust steam is directed through a centrifugal condenser having an arrangement of flat plates. Cooling air from blowers circulates through the flat plates to condense the steam to a liquid state. The water condensation is returned to the collection pan for subsequent use in steam generation.

Description

Steam generator of thermal regeneration engine {STEAM GENERATOR IN A HEAT REGENERATIVE ENGINE}

The present invention relates to a steam engine, and more particularly to a thermal regeneration engine using water as a working fluid as well as a lubricant, which is highly efficient, environmentally friendly and suitable for use with a large number of fuels.

The invention also relates to a steam generator and in particular to a steam generator which directs water into a tube bundle in a combustion chamber, the tube bundle being exposed to a cyclonic circulation of hot combustion gases.

From environmental concerns, relatively expensive and complex technical proposals have been made with regard to engine configuration. For example, fuel cell technology is advantageous for clean combustion of hydrogen. However, despite these environmental advantages, the size and cost of fuel cell engines arise as well as the cost of transporting, storing and manufacturing fuel grade hydrogen. In addition, clean electric vehicles are limited to very short travel distances and the electricity generated from coal, diesel and nuclear power plants must be regularly recharged. Gas turbines operate at a constant speed despite being clean. Small size gas turbines are expensive to manufacture, operate and maintain. Diesel and gas internal combustion engines are efficient, lightweight and relatively inexpensive to manufacture, but they generate significant amounts of pollutants that adversely affect people's health and the environment.

The early Rankin Cycle Steam Engine was invented by James Watt 150 years ago. Current Rankine cycle steam engines use tubes to deliver superheated steam to the engine and then to the condenser. The single tube used to send superheated steam to the engine has a fairly exposed surface area that limits pressure and temperature. Relatively low temperatures and pressures in which water can easily change into liquid and gaseous states are required in complex control systems. Although steam engines generally have large volumes and are inefficient, they are environmentally friendly. These steam engines are 5% efficient on relatively old steam trains and 45% efficient on modern power plants. In contrast, two-stroke internal combustion engines operate at approximately 17% efficiency while four-stroke internal combustion engines operate at approximately 25% efficiency. Diesel engines, on the other hand, have an engine efficiency of 35%.

It is an object of the present invention to provide a compact engine that operates at high efficiency.

It is yet another object of the present invention to provide a compact, high efficiency engine that operates at or around high temperature (1200 ° F.) and critical pressure (3200 lbs.) And provides thermal regeneration.

It is yet another object of the present invention to provide an environmentally friendly and compact high efficiency engine using external combustion, cyclone burners and water lubricants.

It is yet another object of the present invention to provide a high efficiency steam engine that is compact in an engine, capable of burning various fuel sources and combinations thereof, and having a multi-fuel capacity.

It is a further object of the present invention to provide a light weight and compact high efficiency steam engine which does not generate vibrations and exhaust noise, does not include a separate water cooling system.

It is a further object of the present invention to provide a compact, high efficiency steam engine with no transmission required.

The above and other objects of the present invention are understood by the accompanying drawings and the detailed description.

It is a primary object of the present invention to provide a combustion chamber for a heat regenerative engine that efficiently burns fuel and emits less pollutants while efficiently generating superheated steam in a compact combustion chamber.

It is still another object of the present invention to provide a steam generator including a combustion chamber which generates a cyclonic circulation of combustion gas, wherein the relatively heavy and unburned particles are combusted by the cyclonic circulation to form a relatively clean exhaust gas. Will be.

It is still another object of the present invention to provide a steam generator including a combustion chamber surrounding a multi-tube coil, and to generate a cyclonic circulation of combustion gas and flame in the combustion chamber so that hot gas is applied to the multi-tube coil. A combustion nozzle assembly for one pass is provided in the combustion chamber.

It is a further object of the present invention to provide a steam generator comprising a combustion chamber surrounding a multi-tube coil, wherein the multi-tube coil has small tubes in a wound bundle for relatively efficient heat transfer and steam generation.

It is still another object of the present invention to provide a steam generator comprising a circular combustion chamber surrounding a multi-tube coil of a steam line, wherein the combustion chamber and the multi-tube coil are capable of directing steam inside the multi-tube coil to a relatively high temperature and pressure. Heating increases the efficiency of the steam generator.

These and other objects and advantages are readily understood with reference to the detailed description and drawings.

The present invention relates to a compact, high efficiency engine using water as a working fluid as well as a lubricant. The engine consists of a condenser, a steam generator and a main engine section, the main engine section including a valve, a cylinder, a piston, a push rod, a main bearing, a cam and a camshaft. Ambient air enters the condenser by means of a suction blower. The air temperature is increased in two stages before entering the cyclone furnace. In the first step, air is guided from the condenser to the heat exchanger before it enters the steam generator, where the air is heated. In the steam generator, the preheated air is mixed with the fuel supplied from the fuel atomizer. The burner is centrifuge and burns the atomized fuel, which moves heavy fuel components towards the outside of the furnace where the fuel components are consumed. Relatively light and hot gases travel through small tube bundles. The cylinder of the engine is arranged in a radial shape, with the valve and the cylinder head extending into a cyclone furnace. The temperature in the tube bundle is maintained at 1200 ° F. The tube bundle, which delivers steam, is guided through the furnace and exposed to high temperatures. Inside the furnace, steam is overheated and maintained at a pressure of approximately 3,200 lbs.

Exhaust steam is guided through a primary coil for preheating the water in the steam generator. In the centrifugal system of the pressure condensation function, the discharge steam is then directed to a condenser consisting of flat plates in a stack. Cooling air circulated through the flat plate is heated in the exhaust heat exchanger and discharged to the furnace. The reheat cycle of air contributes significantly to the compact structure and efficiency of the engine.

The speed and torque of the engine are controlled by the rocker and cam shape for opening and closing the needle type valve in the engine head. When the valve is opened, high pressure and high temperature steam is injected into the cylinder and expanded by explosion at the upper side of the high pressure piston. Self-starting is possible with three or more pistons.

The combustion chamber of the present invention is arranged in the form of a cylinder comprising a coil wound in a circular tube bundle formed of dense tube bundles.

The tubes are each heated by two combustion nozzle assemblies consisting of an air blower, a fuel atomizer and an igniter. The combustors are mounted on opposite sides of the circular combustion chamber wall and are arranged to direct the flames of the combustors in a circular manner. When the combustion gas is cyclonic circulation in the combustion chamber, a relatively high efficiency is formed in the engine by passing and exposing hot gas to the coils of tubes several times, so that the heat is relatively large compared to the amount of fuel consumed. It forms a heat saturation.

Multiple tube coils arranged in the combustion chamber further contribute to the efficiency of the steam generator. Due to the shape of the tube bundle wound in a circular shape, a relatively long tube can be accommodated in the compact combustion chamber. In addition, splitting each water supply line into the combustion chamber and splitting into two relatively small lines exposes a relatively large tube surface area to the combustion gas and provides a relatively large thermal conductivity. As a result, a relatively small volume of water in a relatively small line heats up relatively quickly. Also, because relatively small tubes are stronger than a single large diameter tube, steam in relatively small tubes can be heated to relatively high temperatures and pressures. This improves the efficiency of the steam generator as well as the engine.

The present invention relates to a radial steam engine, shown at 10 in the drawings. 1 and 2, the engine 10 includes a steam generator 20, a condenser 30 and a main engine part 50, the main engine part being a cylinder 52. , A valve 53, a piston 52, a push-rod 74, a crank cam 61, and a crankshaft 60 extending axially through the center of the engine portion.

In operation, ambient air enters the condenser 30 by an intake blower 38. The temperature of the air is increased by two stages before entering the cyclone furnace 22 (hereinafter referred to as the “combustion chamber”). Condenser 30 is a flat plate dynamic condenser with an arrangement in which flat plates 31 surrounding the inner core are stacked. The structural shape of the dynamic condenser 30 forms a path of steam that enhances the condensation function. In the first step, air enters the condenser 30 from the blower 38 to circulate against the condenser plate to cool the outer surface of the plate and to condense the exhaust steam circulating in the plate. In particular, the steam discharged to the discharge port 55 of the cylinder 52 passes through a pre-heating coil surrounding the cylinder. The steam moves to the core of the condenser where the centrifugal force generated from the rotation of the crankshaft moves the steam to the internal cavity of the condenser plate 31. When this vapor is changed into a liquid state, it enters a sealed port around the condenser plate. The condensed liquid is passed through a collection shaft to a sump 34 located at the base of the condenser. The high pressure pump 92 returns the liquid from the condenser sump 34 to the coil 34 in the combustion chamber, thereby completing the fluid cycle of the engine. The condenser plates 31 are arranged in a stacked state to form a large surface area for maximizing heat transfer in a relatively compact volume. In combination with the stacked plate shape, the multi-path system is more efficient than conventional condenser with single-path shape due to the centrifugal force of the crankshaft impeller to repeatedly move the condensation vapor to the cooling plate 31.

Engine shrouding 12 is an insulating cover surrounding the combustion chamber and the piston assembly. The shroud 12 flows from the condenser 30 which preheats the air to the intake portion of the air-to-air heat exchanger 42 which additionally heats the air. It is integrated with). The heated intake air exiting the heat exchanger 42 enters an atomizer / igniter assembly in the burner 40 that is ignited in the combustion chamber. The shroud also includes a return duct for receiving combustion exhaust gas at the upper central portion of the combustion chamber, which in turn directs the gases through the discharge portion of the air-to-air heat exchanger 42. Engine shrouds retain their efficiency due to their insulation, provide the necessary ductwork for the engine's air flow, and are integrated with a heat exchanger that releases and acquires heat. Contribute to one configuration.

Water located in the transfer path from the condenser sump pump to the combustion chamber is pumped through one or more main steam supply lines 21 for each cylinder. The main steam line 21 passes through the preheating coil 23, which is wound around each cylinder skirt adjacent to the outlet port of the cylinder. The steam discharged from the discharge port supplies heat to the coil to increase the temperature of the water guided through the coil towards the combustion chamber. Conversely, before the heat is supplied to the preheating coil and the exhaust steam enters the condenser, the cooling process is started in the path through the coil. Arranging the coils adjacent to the cylinder outlet port scavenge heat that may be lost to the system, thus contributing to the overall efficiency of the engine.

In the next step, air is guided through the heat exchanger 42 and the air is heated before entering the steam generator 20 (shown in FIGS. 2 and 3). In the steam generator 20, the preheated air is mixed with fuel supplied from a fuel atomizer 41 (shown in FIG. 8). The atomized fuel is combusted by the igniter 43 under centrifugal action to move the heavy fuel component towards the outside of the combustion chamber 22 where the fuel components are consumed. The combustion chamber 22 is arranged in the form of a cylinder surrounding the coils in which the tightly packed tubes 24 are wound in a circular shape, wherein the coils in which the tightly packed tubes 24 are wound in a circular shape are connected to respective cylinders. Forms part of the guided steam supply line. The tubes 24 are heated by burning fuel in the combustion nozzle burner assembly 40, which includes an air blower 38, a fuel sprayer 41, and an igniter 43 (shown in FIG. 4). Burners 40 are mounted on opposite sides of the circular combustion chamber wall and are arranged to guide the flame of the burner in a helical direction. Spinning the flame front around the combustion chamber causes the heat of combustion gas to circulate about the center of the tube bundle 24 to pass through the coil of the tube 24 repeatedly. The temperature in the tube bundle 24 is maintained at approximately 1200 degrees Fahrenheit. The tube bundle 24 carries steam and is exposed to the high temperature of the flue gas, which is maintained at a pressure of approximately 3,200 psi and overheated. The hot gas is exhausted through a hole located in the upper center of the round roof of the cylindrical combustion chamber. Due to the centrifugal motion of the combustion gas, suspended, relatively heavy and unburned particles in the gas accumulate on the outer wall of the combustion chamber, contributing to the combustion of particles and a relatively clean discharge. Relatively high efficiency is achieved in the engine as the combustion gas undergoes cyclonic circulation in the combustion chamber. In particular, as the coil of tubes 24 passes several times, relatively large heat saturation is allowed relative to the amount of fuel consumed. In addition, due to the shape of the tube bundle wound in a circle, a relatively longer tube than the combustion chamber of a boiler according to the prior art can be accommodated in a combustion chamber of limited dimensions. In addition, by dividing the steam supply line of each cylinder into two or more lines at the inlet (ie tube bundle) of the combustion chamber, a relatively large tube surface area is exposed to the combustion gas, and a relatively large heat transfer is made so that the fluid Heating to relatively high temperatures and pressures can further improve engine efficiency.

As described above, when water exits a single line 21 of the preheating coil of each individual cylinder and flows into the combustion chamber, the water is at least two lines 28 per cylinder forming part of the tube bundle 24. Branched into tubes, the tube bundle consisting of a coil bundle of all branched lines 28 for all cylinders. As shown in FIG. 3, the cross sectional area and length of the plurality of lines 28 are the same. Relative flow in the branch line under critical high temperature and high pressure dynamics, despite the balance of capacity and volume equality between the branched line 28 and the single “feeder” line 21 under static conditions Can be unbalanced and overheated, and the relatively slow flow can cause failure in the walls in the pipe Splitter valve located at the junction of a single line 21 to multiple lines 28 26 forms the same flow between the branch lines (shown in Figures 3, 12 and 13.) The splitter valve 26 forms a 'Y' intersection with a narrow tip rather than a vertical 'T' intersection. Minimize turbulence at the junction The body of this 'Y' junction receives the flow control valve 27, which causes the flow of fluid to flow through each branch line 28. Too much heading to the steam generator 20 is not obstructed, but in order to prevent the system from being overpressured, an incremental overpressure in one line is bleed back to an incremental over pressure valve 46 (pressure regulator). Is allowed.

As clearly shown in FIG. 5, the cylinders 52 of the engine are arranged in a radial shape with a cylinder head 51 and a valve 53 extending into a cyclone furnace. Cam 70 moves push-rod 74 (shown in FIG. 5) to adjust the opening of steam injection valve 53. At relatively high engine speeds, the steam injection valve 53 is fully open such that steam is injected into the cylinder 52 and thus the piston head 54 is pressed radially inward. As the piston head 54 moves, the connecting rod 56 is moved radially inward so that the crank disc 61 and the crankshaft 60 rotate. As shown in FIG. 6, each connecting rod 56 is connected to a crank disc 61. In particular, the inner circular surface of the connecting rod link fits with the bearing ring 59 to be connected to the hub 63 on the crank disc 61. In a preferred embodiment, the crank disc 61 is made of a bearing material surrounding the outer surface of the connecting rod link and is provided with a double-back bearing for carrying the piston load. The connecting rod 56 is driven by the crank disc 61. The rods are mounted around the circular bearings at equal intervals. The lower part of the double-back bearing connecting the connecting rod to the crank disc 61 is configured to limit the angular deflection of the connecting rod 56 so that the six connecting rods during one revolution of the crankshaft 60. A gap is maintained between them. The center of the crank disc 61 is connected to a single crankshaft journal 62 which is offset from the central axis of the crankshaft 60. The lower ends of the connecting rods 56 rotate circularly with respect to the crank disc 61 while the offset of the crank journal 62 on which the crank disc 61 is mounted is such that the resulting rotation of the rods is moved along the elliptic path. To form. This particular shape allows the engine to operate according to two advantages. One of the two advantages is that during the explosion stroke of each piston, the connecting rods are arranged perpendicular to the motion of the drive piston so that the maximum power of the stroke is transmitted. Second, the offset between the connecting rod 56 and the crank disc 61, the offset between the crank disc and the crank journal 62 and the offset of the crank journal 62 relative to the crankshaft 60 increase the piston travel distance. Combined to form a lever arm that increases the force of each individual explosion stroke without being applied. A diagram illustrating this explosion stroke is shown in FIG. 8. Thus, mechanical efficiency is increased. These devices also increase the time for steam entry and discharge.

Referring to FIG. 7, at relatively low engine speeds the steam injection valve 53 is partially sealed, and a clearance volume compression release valve 46 is provided to release steam from the cylinder 52. Open. The clearance volume valve 46 is controlled by engine RPM. The clearance volume valve 46 is innovative for improving engine efficiency at low and high speeds. Minimizing the clearance volume in the cylinder 52 reduces the amount of superheated steam required to fill the volume, reduces the heat-absorbing vapor contact area that can be used for the explosive expansion of the explosion stroke, and the relatively small chamber. It is efficient to further raise the temperature of the received steam by forming a relatively large compression in it. However, due to the relatively high compression force due to the relatively small volume, an adverse effect occurs at the low engine RPM of the back pressure formed on the inflow of superheated steam. The purpose of the clearance volume valve 46 is to reduce the cylinder compression force at low engine RPM while maintaining a relatively high compression force at a relatively high piston speed where the back pressure effect is minimized. The clearance volume valve 46 regulates the inlet with respect to the tube 47 extending from the cylinder to the combustion chamber 22. The clearance volume valve 47 is hydraulically operated by a low pressure pump system of an engine-driven primary poly-phase water pump 90. At relatively low RPM the clearance volume valve 46 opens the tube 47. As the incremental volume of the tube 47 is added to the cylinder 52, the overall clearance volume increases as the compressive force eventually drops. The amount of steam flowing into the tube is further heated by the combustion chamber 22 surrounding the sealed tube 47, whereby the amount of steam is evaporated again in the cylinder 52 which contributes to the overall vapor expansion of the slow explosion stroke. . The pump system of the engine-driven pump 90, which hydraulically drives the clearance volume valve at a relatively high RPM, generates pressure to seal the clearance volume valve 46, thereby reducing the overall clearance volume and Increase the cylinder compression force for an efficient relatively high speed operating condition. The clearance volume valve 46 contributes to the efficiency of the engine at low speed and high speed operating conditions.

Under critical pressure the steam is received into the cylinder 52 of the engine by a mechanically linked fixed throttle mechanism operating on the steam injection needle valve 53. To withstand a temperature of 1200 ° F., the needle valve 53 is water cooled at the bottom of the stem by flowing water from the condenser 30 back to the condenser 30 by means of a water lubrication pump 96. Along the middle of the valve stem, a groove or a series of labyrinth seals in the valve stem, jointly with the packing ring and the lower lip seal, form a seal between each valve stem and the bushing, The valve moves in the bushing. This separates and seals the coolant flowing over the top of the valve stem and approximately 3,200 lbs. psi pressure is created at the seat and head of each valve. The removal of the valve 53 as well as the adjustment of the seating clearance is performed by screws machined from the upper body of the valve assembly. The needle valve 53 which receives the superheated steam is closed by a spring 82 in each valve rocker arm 80 mounted around the engine casing. Each spring exerts enough pressure to keep the valve 53 closed during the static state.

The motion of opening each valve is initiated by a crankshaft-mounted cam ring 84. A lobe 85 on the cam ring presses the throttle follower 76 to bump a single push rod 74 against the cylinder 52. Each push rod 74 extends outwardly to the needle valve rocker 80 from near the center of the radially formed six cylinder engine. The force of the throttle follower 76 on the push rod 74 opens the valve 53 and overcomes the spring closing pressure. The contact between the follower, rocker arm 80 and push rod 74 is formed by a threaded adjustment socket mounted on each needle valve rocker arm 80. Throttle adjustment on the engine is implemented by varying the distance that each push rod 74 extends, and is further extended by opening the needle valve more to accommodate more superheated fluid. Six rods 74 pass through a rotating throttle control ring 78 in the form of an arc and move to a position where the inner end of each push rod 74 is located on the arm of each cam follower. . Unless the follower 76 is lifted by the cap lobe 85, all positions along the follower where the push rod 74 is disposed are hermetically sealed. As the arc of the throttle ring 78 is moved, the stop point of the pushrod 74 additionally moves the lever arm away from the follower's fulcrum. When the follower 76 is bumped by the cam lobe 85, the arc length that the arm traverses is increased, thus driving the push rod 74 further to open the needle valve 53 further. A single lever extending out of the engine casing and attached to the throttle ring is used to move the arc of the throttle ring and is thus suitable for the engine throttle.

With reference to FIGS. 9-11, timing control of the engine is implemented by moving the cam ring 84. Timing control advances the moment at which superheated fluid is injected into each piston and shortens the duration of the injection as the engine RPM increases. The upward movement of the cam ring 84 towards the crankshaft journal 62 exposes the follower 76 to the lower portion of the cam ring 84, which gradually reduces the profile of the lobe 85 of the cam. variable). As the same cam ring 84 rotates, the timing when the cam lobe causes steam injection into the cylinder is varied. Rotation of the cam ring is implemented by a sleeve cam pin 88 fixed to the cam sleeve 86. Cam pin 88 extends through a curved vertical slot in cam ring 86 to twist between cam ring 84 and cam sleeve piston 86 as cam ring 84 is lifted by hydraulic pressure. A twisting action takes place and the cam ring 84 and the lobe 85 partially rotate. These two movements of the cam ring are generated by the cam sleeve piston 86 spin-rotating with and sealed to the crankshaft 60. In particular, the crankshaft cam pin 87 secured to the crankshaft 60 passes through a vertical slot on the cam sleeve piston and an opening in the cam ring. Accordingly, the cam ring 84 and the cam sleeve 86 can move vertically with respect to the crankshaft, but the relative rotation between the cam sleeve 86 and the crankshaft 60 is prevented, so that the cam sleeve 86 is connected to the crankshaft. Spin rotate. A crankshaft driven water pump system provides hydraulic pressure for extending the cam sleeve piston 86. The hydraulic pressure rises as the engine RPM increases. This extends the cam sleeve piston 86 and the cam ring 84 is raised to expose a higher RPM profile on the lobe 85 to the cam follower. As the engine speed decreases, the hydraulic pressure on the cam sleeve piston 86 decreases, and the sealed coil spring 100 retracts the cam sleeve piston 86 and the cam ring 84 by itself.

The normal position for the throttle controller is for forward slow speed. As the throttle ring 78 introduces steam into the piston, the crank begins to rotate in a forward low speed state. As the cam lobe 85 lasts for a long time, steam may enter the cylinder 52 for a long time. As described above, the elliptical path of the connecting rod generates a high torque while at the same time steam enters the cylinder and into the state of the next cylinder on a relatively long lever arm, leading to a self-starting movement. ) Is allowed.

As the throttle ring 78 advances, a relatively large amount of steam enters the cylinder and increases the RPM. As the RPM increases, the pump 90 supplies hydraulic pressure to lift the cam ring 84 to a high speed forward state. Cam ring 84 is moved in two phases to lift the cam to advance cam timing and reduce cam lobe duration. This occurs gradually as the RPM is increased to a predetermined position. The shift lever 102 is a spring mounted on the shifting rod 104 that can lift the sleeve 86 to the cam ring 84.

In order to reverse the engine, the engine must be stopped by closing the throttle. This is done by varying the timing rather than selecting the gear. In particular, the engine's reversal may cause the cam sleeve 86 to lift when the sleeve cam pin 88 is moved in a helical groove in the cam ring such that the crank moves the cam past the top dead center. (lift) is performed by pressing the shift rod 104 to the crankshaft 60. This causes the engine to reverse as the piston forms a constant angle to the crankshaft and presses the crank disc in the reverse rotation direction. Only the timing changes with this shifting movement, and the duration of the cam lobe with respect to the valve opening does not change. This results in maximum torque and self-start during reverse. Higher speeds are not required for reversing.

The exhaust steam is guided through a primary coil which is provided to preheat the water in the generator 20. The discharge steam is then directed through a condenser 30 in a centrifugal system of compressive condensation. As described above, the cooling air circulating through the flat plate is heated in the exhaust heat exchanger 42 and guided to the burner 40. This air reheat cycle increases the efficiency and compactness of the engine. Depending on the water transfer requirements of the engine, a poly-phase pump 90 is provided which includes three pressure pump systems. One of the pump systems is a high pressure pump system 92 mounted adjacent in the same housing. The intermediate pressure pump system 94 provides water pressure to drive the cam timing mechanism and water pressure to drive the clearance volume valve. The low pressure pump system 96 provides lubricant to cool the engine. The high pressure unit passes six separate lines from the condenser sump 34 and pumps water through each of the six needle valves 53 through the coil of the combustion chamber 22 to provide superheated fluid to the engine's power head. Up. This high pressure section of the multi-phase pump 90 is a radially arranged piston that approximates the shape of the relatively large power head of the engine. The water transfer line formed from each water pump piston is connected by a manifold 98 which is connected to the regulator, which regulates and equalizes the water transfer pressure for the six pistons of the power head. It is connected with six transfer lines. This regulates the water transfer pressure for the six pistons of the power head. The pumping sub unit in the multi-phase pump is driven by the central shaft. This pump drive shaft is connected to the main engine crankshaft 60 by a mechanical coupler. When the engine is stopped, the auxiliary electric motor pumps up water, thus maintaining the water pressure necessary to restart the engine.

A steam generator is shown generally at 20 in the various figures. The steam generator 20 generally consists of a combustion chamber 22 and a tube bundle 24. The tube bundle 24 has a combustion nozzle combustor assembly 40 and is heated by combustion fuel. In a preferred embodiment, two burner assemblies are shown. Each combustion nozzle burner assembly 40 includes an air blower 38, a fuel sprayer 41, and an igniter 43. The tube bundle 24 contains steam and is exposed to the high temperature of the combustion gases, the steam being overheated and maintained at the desired high pressure. By centrifugal motion of the combustion gas shown by the arrows of FIGS. 15-17, suspended and heavy unburned particles in the gas can accumulate on the outer wall 27a of the combustion chamber 22, and the particles burn on the outer wall. do. As a result, emissions of pollutants are relatively small and relatively clean. In addition, a relatively long tube can be accommodated in a compact combustion chamber by the arrangement of tube bundles wound in a circle.

While the invention is illustrated and described in accordance with preferred embodiments of the invention, the invention may be modified without departing from the scope and spirit of the invention.

The invention is constructed in accordance with the detailed description according to the accompanying drawings.

1 shows a flow of air through an engine of the present invention.

2 shows the flow of water and steam through the engine.

3 is a side view showing a cross section of main parts of the engine;

4 is a cross-sectional view taken along line 4-4 of FIG.

5 is a cross-sectional view taken along line 5-5 of FIG.

6 is a top plan view of the crank disc assembly.

FIG. 7 is a cross-sectional view showing the compression relief valve assembly, the injection valve assembly, and the cylinder head. FIG.

8 is a diagram illustrating an explosion stroke.

9 is a cross sectional view of a throttle control and engine timing control assembly advancing at low speed.

10 is a cross sectional view of a throttle control and engine timing control assembly advancing at high speed.

11 is a cross-sectional view of the throttle control and engine timing control assembly in the reverse direction.

12 is a plan view of a splitter valve.

FIG. 13 is a cross-sectional view of the splitter valve taken along line 13-13 of FIG. 12.

FIG. 14 is a partial top view showing a multi-phase primary pump and manifold for the high and low pressure pump systems of the engine. FIG.

15 is a perspective view in partial cross-sectional view of a steam generator of the present invention having a multi-tube coil surrounded by a combustion chamber;

16 is a plan view showing the cyclonic circulation of the flue gas for a multi-tube coil and viewed from the inside of the combustion chamber.

17 is a perspective view of a combustion chamber in general showing an external appearance of the combustion chamber;

18 is a perspective view of a multiple tube coil of a steam generator.

* Drawing symbol *

10: engine 12: engine shroud

20: steam generator 21: steam supply line (feeder line)

22: combustion chamber / cyclone furnace 23: pre-heated coil around each cylinder

24: Tube bundle consisting of separation lines for all cylinders

26: splitter valve 27: flow control valve

28: branch line spreading from the main feeder line in all directions

30: condenser 31: flat plate

32: air suction transfer duct 34: sump / condensate collection fan

38: blower 40: combustion nozzle fuel burner

41: fuel atomizer 42: heat exchanger

43: igniter 46: compression release clearance volume valve

47: clearance volume tube 50: main engine assembly

51: cylinder head 52: cylinder

* 53: steam injection valve 54: piston head

55: discharge port 56: connection rod

59: bearing ring 60: crankshaft

61: crank disc 62: crankshaft journal

63: Hub 76: Throttle Followers

78: throttle control ring 80: rocker arm

82: spring 84: cam ring

85: Rob 86: Cam

87: crankshaft 88: sleeve

90: primary multi-phase pump 92: high pressure pump system

94: medium pressure pump system 96: low pressure pump system

98: pump manifold 100: coil spring

102: shift lever 104: shifting rod

106: shifting collar

Claims (5)

A combustion chamber surrounded by a cylindrical outer wall and an upper wall, the combustion chamber comprising one or more combustion nozzle assemblies for generating a cyclonic circulation of hot combustion gases, A multi-tube coil comprising a plurality of individual tubes wound in bundles, each tube being arranged such that water and steam pass through the tubes, In order to heat the plurality of individual tubes to a temperature for converting the water in the tube to steam, the multi-tube coil is exposed to the cyclonic circulation of the hot combustion gas inside the combustion chamber, wherein the cyclonic circulation of the hot gas causes the plurality of individual tubes to be heated. Further heating the tube to a temperature which increases the pressure and temperature of the steam in the two tubes. The method of claim 1, wherein the one or more combustion nozzle assemblies An air blower for generating an air flow inside the combustion chamber and the cyclonic circulation of the hot combustion gas, Fuel atomizer for generating atomized fuel mist, And an igniter for igniting a sprayed fuel mist in said air flow to generate said cyclonic circulation of hot combustion gases. The steam generator of claim 1, wherein the multi-tube coil is surrounded by a cyclonic circulation of the combustion chamber and the hot combustion gas. The steam generator of claim 1, further comprising a plurality of combustion nozzle assemblies arranged around the combustion chamber. The method of claim 4, wherein the respective combustion nozzle assemblies,  An air blower for generating an air flow inside the combustion chamber and the cyclonic circulation of the hot combustion gas, Fuel atomizer for generating atomized fuel mist, And an igniter for igniting a sprayed fuel mist in said air flow to generate said cyclonic circulation of hot combustion gases.

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